Railway traffic controlling apparatus



Feb. 3, 1942. E. M. ALLEN RAILWAY TRAFFIC'CONTROLLING AlPARATUS 3 Sheets-Sheet l IN NTOR Ea .Allen BY HIS ATTORNEY Feb. 3, 1942. E. M. ALLEN 2,271,510

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed July 15, 1940 5 Sheets-Sheet 2 .N Raf om mA. .m P Q4 l mmm M VIII wmjkl NSN lbll' QL mma .SSN

Feb. 3, 1942. E. Mv ALLEN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed July 13, 1940 3 Sheets-Sheet 5 Patented Feb. 3, 1942 artnr .OFFICE RAILWAY TRAFFIC CONTROLLING APPARATUS Earl-M. Allen, 'Swissvald Pa., assigner to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application July 13, m40-,serial No. 345,356

(craie- 26) 10 Claims.

My invention Vrelates to railway traflic controlling apparatus, and particularly to apparatus for controlling traiic movements over a stretch of single track railway which is connected at each of its ends, by'a track switch, with a double vtrack portion. A i One vfeature of my invention is the provision of apparatus controlled byl a single manual traino control device such, for example, as a lever having two control positions, for effecting operation of the track switches at both ends of a single track stretch toa given extreme positionand. clearing successively located signals for aA given direction of traffic movements over the single track stretch if the lever is operated to a givenone of its control positions, and for effect-Y ing. operation of the same track switches to the opposite extreme position and clearing successively located signals forthe `opposite direction of 'traflic movements over the single track stretch if the lever is operated'to its other control posi# tion. Another feature of' my invention is the provision of novel and improved apparatus for controlling indication means associatedv with the signals, switches, track occupancy, and traic direction control for astretch yof track such asl that referred to.

-I shall describe one form of apparatus embodying `my invention, and shall thenv point out the novelfeatures thereof in. claims.

`In the accompanying drawings, Figs. lA, 1B and 1C, when placed, endY to end ,in the order named, with Fig. 1A on the left, constitute a diagrammatic view showingv one form of apparatus embodying my invention. n

Referring to the drawings, the reference characters 2 and 2a designate the track rails of a stretch of single track railway over which tramo movements .may b-e made in either direction. Adjacent the left-hand 4end of this stretch of single track, as shown inlig. 1A of the draw- `ings, which I shall assume is the west end, is a switch 3W leading to a double vtrack portion X.

able source of current, such` as a battery I3, connected across the rails adjacent one end of the sectiomanda track'relay, designated lby the reference character R preceded 'by the reference character for theassociated section, connected ac'rossfthe'rails adjacent the opposite end of the section.

Eastbound traic movements are directed as follows: by a signal 3, from double track portion X to the single track stretch over switch'3W in a given position in which itY is shown in Fig. 1A and which maybe called theinormal position; by signals vand 'l along the single track stretch; and by signal 9 from the single track stretch to double track portion Z over switch IUW in only the given position in which it is shown in Fig. 1B and which maybe called the normal position. Westbound trac movements are similarly directedV as follows:y by signal l0 from double track portion Z into the single track stretch over switch HJW in a position opposite to that in whichit is shown nFig. '1B and which ldouble track portion Z, comprise three lamps, a vgreen or proceed lamp G, a yellow or caution lamp Y, and a red or stop lamp R. Signals 3a andV Ita comprise only a constantly lighted red or stop lamp R. y

With theY signals controlled as shown in the .accompanying drawings, eastbound .traic movements are directed vover switch 3W in only its given position in which it is shown, whereas westbound traiilc movements are directed over switch 3W in only the opposite position; and

eastbound trafc movements are'directed over switch IDW in only its given position in which [it is shown, whereas Westbound traic movements are directed over switch [0W in only its stick relay SFPSR, respectively.

Ytrolling apparatus. scribe the operation of these relays in detail.

having a normal position n, a given reverse control position r to the right, and an opposite reverse control position f to the left. Lever V, upon being moved to the f position, eiects operation of each of the switches 3W and IOW to the position opposite to the given position in which it is shown in the drawings, and effects clearing of the westbound signals. Lever` V, upon then being moved to the r position, effects operation of each of the switches 3W and IDW to the given position in which it is shown in the drawings, and eiects clearing of the eastbound signals.

The means by which lever V eiects operation of the switches and clearing of the signals includes a polarized main traiiic or lever repeater relay FR which is controlled by pole changer contacts of lever V and by a front contact of a train and switch indication relay 3ASWPR and by a front contact` of approach locking relay IBASR, so that relay FR is energized by current of a given or normal polarity when lever V is moved to its r position, and relay FR is energized by current of the opposite or reverse polarity when lever V is moved to its f position. Main lever repeater relay FR in turn controls a polarized given or normal control relay NFPR and a polarized opposite or reverse control relay SITPR.Y Relays NFPR and SFPR' in turn control pick-up circuits for corresponding given or normall stick relay NFPSR and opposite or reverse Relays FR, NFPR and SFPSR control normal and reverse control circuits which include polarized trafc direction control relays SFR, SFR, 'IFR and SFR in series. Signal control relays SHR, III-IR, SHR, tHR, THR, SHR and IllHR, and switch control relays EWR and IWR are energized by circuits including polar contacts of the corresponding polarized traiiic direction control relays. Signal control relay .SHR is energized by a circuit including a front contact of relay NFPSR and contacts of a switch repeater relay IDWPR.

Tramo direction stick relays |5SR, BSR, 'ISR and SSR are controlled by corresponding traffic direction control relays, signal control relays and track relays. Front contacts of these stick relays are included in the caution control circuits for signals in the rear of the signals having the control relays by which the stick relays are controlled. The proceed control circuits for signals which have lcontacts of these stick relays in their caution control circuits are controlled by front contacts of the signal control relays for the next signals in advance, causing the signals which are controlled by the stick relays to be successively cleared after the signals in advance have been cleared in response to a movement of lever V to one oi its control positions. f

Approach locking stick relays 3ASR, 4ASR, SASR and IBASR are associated with signals 3, 4, 9 and I9, respectively. The circuits for these Y approach locking stick relays and associated time element `devices, and time element stick relays are similar to those shown and described for relay IZAS and its associated time element device IZTE and time element stick relay IZTES in Fig. l-C ofa patent No. 2.179,462, granted November '7, 1939, to Henry S. Young, for Railway traffic con- I shall therefore not de- The circuits are shown in the accompanying drawings for only relay 3ASR, with which are associated a time element device shown as a thermal relay 3TER, and a time element stick relay 3TESR. Relays IIASR, SASR and IDASR are controlled by circuits which are similar to those shown for relay SASR.

Switch IUW is operated by a mechanism IM, the operating circuits for which are indicated as being controlled by switch control relay IDWR. Switch 3W is operated by a similar mechanism 3M which may be similarly controlled by switch control relay 3WR.

Switch control relays 3WR and IWR are controlled by front contacts of associated track and approach locking relays and by polar contacts of associated traffic direction control relays. switch repeater relay 3WPR is controlled by contacts operated by switch 3W and by polar contacts operated by relays SWR and 3FR so that relay BWPR will become energized only when the contacts operated by the switch and by the switch control relay and traffic direction control relay are all in correspondence. A switch repeater relay IUWPR associated with switch IDW is controlled similarly to switch repeater relay SWPR.

An eastbound approach repeater relay 3APR and a signal control repeater relay 3RGPPR are controlled over` a control conductor 19 and a common conductor WC through asymmetric units il, i2, i3 and i4 by steady positive and negative current andby alternate pulsations of positive and negative current from a suitable source of current such, for example, as a battery Q which has a positive terminal WB, a negative terminal WN, and a middle terminal WC. Asymmetric units i may be of the well-known copper oxide rectifier type.

The alternate pulsations `of positive and negative current from battery Q are produced by a coding device 3CDR which is constantly operated by current from a suitable source of current having terminals B and C. Coding device 3CDR operates a contact I 4 which becomes opened when coding device 3CDR is energized and is then returned to its closed position by a spring I5. Coding device 3CDR therefore closes a second contact I6 alternately in the left and right hand positions indicated by the dash lines.

Relay 3ASWPR is normally energized by current of a given polarity when approach locking relay SASR and switch repeater relay BW'PR are energized while the stretch of single track is unoccupied. Relay SASWPR becomes energized by current of the opposite polarity if relay SWPR becomes deenergized, as when switch 3W, switch control relay 3WR and traffic direction relay SFR do not agree in position.

Approach indication relays 3AKR and IOAKR are controlled by steady positive and steady negative current and by alternate pulsations of positive and negative current from a source such as a battery QI, similarly to relays 3APR and SRG-PPR, over a control conductor |24 and a common conductor WCI A second coding device IGCDR produces alternate pulsations of current similarly to coding device 3CDR already described.

A switch indication relay WKR and a signal indication relay HKR are similarly controlled by steady positive and steady negative current and by alternate pulsations of positive and negative current. Relay WKR will be energized while relay HKR is deenergized if either switch repeater relay SWPR or IUWPR is deenergized. Relay HKR will be energized while relay WKR is deenergized if either signal control relay 3HR or IBHR is energized Both relays WKR and HKR are'energized if onev or more of the switch sections and the single track sections are occupied while both relays SHR and Nil-IR are deenergized and both relays SWPR and IUWPR are energized.

A traic direction indication stick relay HKPSR is controlled by relays HKR and WKR.

A train indication stick relay WHKPSR has a pickup circuit controlled by front contacts of both relays I-IKR and WKR and has a stick circuit controlled by relay HKR.

A polarized traiiic direction indication relay FKR is controlled by a back point of relay WKR, by a front contact of relay HKR, and by contacts of lever V.

A track model D is equipped with indication devices including approach indication lamps BAK and IDAK, signal clear indication lamps 3SK and MSK, a train indication lamp TK, a switch indication lamp WK, and trafc direction indication lamps EFK and WFK. These indication lamps are controlled by the various indication relays already described.

The main polarized lever repeater relay FR. normal and reverse control relays NFPR and SFPR, traic direction control relays SFR, 5F'R, TFR and SFR, switch control relays SWR and IWR, and traic direction indication relay FKR are all of the type in which the polar contacts remain closed, when the relay is deenergized, in

the position to which the polar contacts were last operated.

Having described, in general, the arrangement and control of the various parts of the apparatus embodying my invention, shown in the accompanying drawings, I shall now describe in detail the operation of the apparatus.

The contacts operated by the various relays and other control devices are identified by numbers, each such number having a distinguishing prefix from which it is separated by a dash when the associated contact is shown apart from the relay or other device by which it is operated. The preX for each of these contact numbers comprises the reference character for the relay or other device by which the associated contact is operated. For example, contact TR-d shown in the circuits for relay SASWPR adjacent the symbol for this relay, is identified by the number 45 which is separated by a dash from the prex ETR which is the reference character for relay STR by which this contact is operated.

As shown in the accompanying drawings, the single track stretch and both double track portions are unoccupied and hence all track relays are energized; traflic control lever V is in its normal or n position; the polar contacts of main lever repeater relay FR and of all other polarized relays are in the left-hand position; relays5HR and 'IHR are energized but all other signal control relays are deenergized; the trafc direction stick relays ESR, BSR, ISR and BSR are deenergized; switch control relays `iWR, and IBWR and switch repeater relays SWPR and IQWPR o are energized in the normal direction; relays SASR, QASR, BASR, IASR, BASVVPR and HKPSR are energized; relays BTESR, SAPR, SRGPPR, NFPR, SFPR, NFPSR, SFBSR. 3AKR, IAKR, HKR, WKR and NHKPSR' deenergized coding devices BC'DR and l ECD t ar.A energized; signal 5 is indicating proceed, signal 'I is indicating caution and all other signals are indicating stop; switches `3W and ISBW are positioned for eastbound traiiic movements.

Signals 3a and lila are constantly lighted by current fromterminals B. and C. The redlamps R' o-f'all other signals except signals` 5, and. 1 are lighted'by circuits similar to that rshown for signal 3, which passes' from terminal B, through the back point ofv contact SHR-Il, and lamp R of signal 3 to terminal C. The caution lamp Y of signal 1 is lighted by acircuit similar to that shown for signal 3, which passesy from terminal B, through contact 3I-IR-l1 in its energized `position, contact SHR-I8 in the right-hand position, and lamp Y' to terminal nC. Green lamp G of signal 5 is lighted by a circuitv similar to that shown for signal 3., which passes from terminal B, through the front point of contact 3HR--I'L contact 3ER-I8 closed in the left-hand position, andlamp G to terminal C.

Switches l-W and 3W are in their given or normal position to which they have beenfoperated by a circuit such as indicated for mechanism IGM which vincludes the front point of contact IllWR-I9 and contact HlWR-Z closed in the left-hand'position.

Relay I'IASR. is energizedy by its stickV circuit passing from terminal B, through contact SHR- 2 l, front point of contact 25 of relay 3ASR, and the winding ofl relay SASR to terminal C. Relays IIASR, SASR and llASR are energized by similar stick circuits. Y

Relay 3WR is energized by current of normal polarity passing from terminal B, through contact 26 of relay SFR closed in the left-hand position, Vrwinding of relay 3WR, contact 2l of relay 3ASR, contact 28 ofl relay llASR, contact WTR-29, and contact 3i! of relay 3FR closed in the left-hand position to terminal C. Relay IUWR is energized by a similar circuit. y

Switch repeater relay BWPR is energized by a circuit passing from terminal B, through contact 3W-3I closed when switch 3W is in the normal position, contact 32 of relay 3WRclosed in the left-hand position, contact SFR-33 closed in the left-hand position, winding of relay SWPR, and contact SVV-34 vto terminal C. Switch repeater relay IOWPR is energized by asimilar circuit.

Relay BASWPR is energized in the normal direction by a circuit passing from terminal WB of battery Q, through contact 3ASR-36, front point of contact 3WPR+3`L4 contacts 4TR-38, STR-3S, ETR-40, 5TPf-4I, 8TR-42, VFR-43, WTR-44, and STR-45, and the winding of relay BASWPR to terminal WG.

Traffic direction indication stick relay HKPSR is energized by a stick circuit passing `from terminal B, through contact 46 of relay WKR, contact 41 of relayHKPSR, and the winding of relay I-IKPSR to terminal C.

Eastbound traiiic direction indication light EFK is energized by a circuit passing from terminal B, through contact HKPSR48, contact 49 of' relay FKR in the left-hand position, and lamp EFK to terminal C.

I shall assume that the leverman desires to arrange for av Westbound traflicmovement. He will therefore move lever V to its -f position, thus completing a circuit for energizing relay FR by current of reverse polarity, this circuit passing from'terminal B, through contact 50 of lever V, front point of contact l0ASR-5I, front point of contact 3ASWPR-52, winding of relay FR, and contact 53 of Vlever V to terminal C. Relay FR, upon thus'becoming energized by current of reverse polarity, will move its polar` armature to the right and complete a circuit for energizing relay SFPR, passing from terminal B, through the front point4 ofr contact 54A of relay FR, contact 55 of relay FR, Winding of relay SFPR, and the front point of contact ETR-56 to terminal C. With relay SFPR thus energized by current of normal polarity, relay SFPSR Will be energized by a circuit passing from terminal B, through contact 51 of relay SFPR, contact 58 of relay SFPR, and the winding of relay SFPSR to terminal C. At the same time, contact |43 of relay FR will be opened, and hence relay NFPR will not become energized.

With relay FR energized in the reverse direction, and with relay SFPSR energized, a circuit will be closed for energizing the traffic direction control relays in the reverse direction, this circuit passing from terminal B, through contact FR-59 in the right-hand position, windings of relays SFR, IFR, SFR. and 3FR in series, contact FR-60 closed in the right-hand position, and contact SFPSR-BI to terminal C.

With relays SFR and 'IFR energized in the reverse direction, relays SHR and 'II-IR will become deenergized, causing signals 5 and 'l to indicate stop. With relay 3FR energized in the reverse direction, the circuit previously traced for relay SWPR will be opened at contact SFR-33, causing relay SWPR to become deenergized.

With relay SWPR deenergized, relay BASWPR will become energized by current of reverse polarity passing from terminal WC, through the winding of relays 3ASW'PR, contacts STR-45, WTR-44, 1TR-43, 8TR-42, 5TR-4I, STR- 40, 3TR-39, 4TR-38, and back point of contact 3WPR-31, to terminal WN of battery Q.

On account of relay SFR being energized in the reverse direction, relay IUWPR will also be deenergized. With relay HJWPR deenergized, a circuit will be completed for energizing relay WKR, this circuit passing from terminal WCI, through the winding of relay WKR, asymmetric unit i||, conductor 68, contact SASWPR-G'l closed in the left-hand position, and the back point of contact |0W'PR-66 to terminal WNI. When relay SASWPR reverses its contacts, relay WKR will remain energized by a circuit passing from terminal WCI, through the winding of relay WKR, asymmetric unit ill, conductor 68, and contact SASWPR-B'I closed in the righthand position, to terminal WNI.

With relay SFR energized in the reverse direction, relay IUWR will now be energized by current of reverse polarity passing from terminal B, through contact of relay SFR in the righthand position, winding of relay |0WR, contact |29 of relay |0ASR, contact |28 of relay SASR,

contact STR-|21, and contact |26 of relay SFR closed in the right-hand position to terminal C. With relay |0WR energized in the reverse direction, mechanism IOM will be operated for reversing switch |0W by a circuit indicated as including contact |0WR-|9, contact |0WR-20 closed in the right-hand position, and mechanism IOM to terminal C. The mechanism 3M will similarly operate switch 3W to its reverse position, on account of being controlled by relay SWR now energized in the reverse direction through contacts 26 and 30 of relay 3FR reversed.

Relay WKR upon becoming energized, opens the stick circuit for relay HKPSR, causing this relay to become deenergized. With relay HKPSR deenergized, its contact HKPSR-48 in the circuit previously traced for trac direction indication lamp EFK will become opened, causing this lamp to beextinguished.

With relay WKR energized, a circuit will be completed for lighting switch indication lamp WK, passing from terminal B, through the front point of contact WKR-69, back point of contact HKR-lil, and lamp WK to terminal C.

When switch 3W reaches its opposite or reverse position, relay SWPR will become energized in the reverse direction by a circuit passing from terminal B, through contact 3W34 closed in the dash line position, winding of relay 3WPR, contact 3FR-33 closed in the right-hand position, contact 35 of relay 3WR closed in the righthand position, and contact 3W-3I in the dash line position to terminal C. Relay |0WPR will similarly be energized by current of reverse polarity when switch |0W reaches the opposite or reverse position. With relay 3WPR energized, its contact BWPR-Sl will again become closed, causing relay SASWPR'to again become energized by current of normal polarity.

With relay SASWPR again energized by current of normal polarity, and with relay IUWPR again energized, relay WKR will become deenergized. Although contact 46 of relay WKR is now closed, relay HKPSR will remain deenergized on account of its pick-up circuit being open. With relay WKR deenergized, switch indication lamp WK will now be extinguished.

With relays 3WPR and 3FR both energized by current of reverse polarity, relay 4HR will become energized by a circuit, only a portion of which is shown, including contacts 4TP-||, 3WPR-12, 3WPR13, SFR-14, 3FR-15, and the winding of relay 4HR. Relay 4HR, upon becoming energized, will open the stick circuit for relay 4ASR which is similar to the circuit shown for relay 3ASR, thus causing relay 4ASR to become deenergized and open the circuit for relay SWR at contact 28. Wlith relay 4HR energized, lamp R of signal 4 will become extinguished, and lamp Y or lamp G of this signal will become lighted, in accordance with the conditions of the portions of the control circuit for relay 4HR,-which are not in the drawings.

With relay 4HR energized, relay SHR will become energized by current of normal polarity passing from terminal B, through the front point of contact 83 of relay 4HR, contact SHR- 84, contact 85 of relay BFR closed in the right-hand position, contacts 4TR-B6, 3TR-81, and ETR- 88, contact 89 of relay 5FR closed in the righthand position, winding of relay SHR, contact 90 0f relay SFR closed in the right-hand position, contact 9| of relay 3FR closed in the right-hand position, and the front point of contact 92 of relay 4HR to terminal C. With relay SHR energized by current of normal polarity, red lamp R of signal 6 will become extinguished, and lamp G of this signal will be lighted by its circuit which is similar to the circuit shown for lamp G of signal 3.

With relay GHR energized, relay 8HR also will become energized in the normal direction by its circuit passing from terminal B, through the front point of contact 93 of relay EHR, contact 5SR-94, contact 95 of relay SHR, contact SFR- 96 closed in the right-hand position, contacts 5TR-9'l and 8TR-98, contact 99 of relay TFR closed in the right-hand position, winding of relay SHR, contact |00 of relay 'IFR closed in the right-hand position, contact SFR-IUI closed in the right-hand position, and the front point of contact |02 of relay SHR to terminal C. With relay BHR energized, relay IUHR will bec-ome energized by current of normal polarity passing aerrmor from terminal B, through the front point of contact |03 of relay EHR, contact TSR-|84, contact |05 of relay 'II-IR, contact 'IFR-|06 closed in the right-hand position, contacts TTR-|01, IDTR-IDB and WTR-|09, contact H0 of relay SFR closed in the right-hand position, contact HI of relay 9HR, contacts IDWPR-IIZ, lllWPR-I|3, SFPR-l i4, and SFPR-l l5, winding of relay IUHR, contact H1 of relay SFR closed in the right-hand position, contact 'IFR- 8 closed in the right-hand position, and the front point of contact H9 of relay BHR to terminal C. With relays SHR and {0I-IR energized by current of normal polarity, the red lamps of the corresponding signals Will become extinguished, and the green lamps of these signals will be lighted.

Relay WHR, upon becoming energized, causes relay IDASR to become deenergized. Relay IDASR, upon becoming deenergized, causes relay IIJWR to also become deenergized. The polar contacts of relay HJWR Will, however, remain closed in their reverse positions and hence relay HJWPR Will remain energized.

With relay IUI-IR energized, a circuit Will be completed for energizing relay HKR, such circuit passing from terminal WBI, through the front point of contact "IHR-65, front point of contact HlWPR-SS, -contact 3ASWPR-6`| closed in the left-hand position, conductor 68, asymmetric unit i9, and the Winding of relay HKR to terminal WCI. With relay HKR energized, relay HKPSR will become energized by its circuit passing from terminal B, through contact 8U of relay HKR, and the Winding of relay HKPSR to terminal C. Relay HKPSR, upon becoming energized, completes the stick circuit previously traced for this relay.

With relay HKR energized, a circuit is now completed for energizing relay FKR by current of reverse polarity. This circuit passes from terminal B, through the back point of contact WKR-BQ, contact HKR-BL contact 82 of lever V, and the upper Winding of relay FKR to terminal C. will now be energized in multiple With the upper Winding of relay FKR. Westbound traic direction lamp WKF also will noW become lighted by a circuit passing from terminal B, through contact HKPsR-li, contact 49 of relay FKR closed in the right-,hand position, and lamp WFK to terminal C.

When relay lASR becomes deenergized, vits contact |0ASR-5I opens at the front point vin the circuit traced for relay FR, causing relay `FR to become deenergized. A circuit is then completed for retaining relay SFPR in the normal energized condition, this circuit passing from terminal B, through contact 50 of lever V, back point of contact IDASR-l, back point of contact 54 of relay FR, contact 55 of relayy FR, winding of relay SFPR, back point of contact FR-, and contact 53- of lever V to terminal C.

I shall further assume that a Westbound train moves over the Westbound route which has been prepared as just described. When the train enters section I2T, relay IZTR becomes deenergized, thereby completing a circuit for energizing relay ISAKR, passing from terminal WBI, through contact |2TRI20, back point of contact 3APR-|23, conductor |24, asymmetric unit i5, and the Winding of relay yIDAKR to terminal WCI. Relay HIAKR, upon becoming energized, completes a circuit for energizing indication lamp MAK, this circuit passing from terminal Signal clear indication lamp IOSK Cil , a circuit B, through contact IUAKR-IZB, andlamp WAK to conductor C.

When the train enters section 9T, the circuit for relay IUWR becomesopened at another point by contact STR-|21. Relay STR, upon becoming deenergized, opens, at its contact STR-409, the circuit previously traced for relay IGI-IR, causing lamp G of signal I0 to now be extinguished and lamp R to again become lighted. With relays IDHR and STR deenergized, a circuit is completed for energizing relay iASR, Which is similar to one of the pick-up circuits shown for relay SASR. Relay STR, upon becoming deenergized, also opens, at its contact STR- 45, a circuit previously traced for relay 3ASWPR.

With relay SASWPR deenergized and relay lASR energized, a second circuit is now complete for retaining relay SFPR energized, which is the same as the circuit previously traced for retaining this relay energized except including. the back point of contact 3ASWPR-52 and the front point of contact |0ASR-5l instead of only the back point of Contact lASR-El. With relay 3AS'WPR deenergizeol, a stick circuit is completed for relay SFPSR, this circuit passing from terminal B, through contact 5l of relay SFPR, contact SASWPR-IE'I, contact |58 of relay SFPSR, and the Winding of relay SFPSR to terminal C'.

With relay SASWPR deenergized and relay iI-IR now deenergized, a circuit is completed for energizing relay HKR b-y normal pulses of current when contact 62 of coding device ICDR moves to the dash line position shown to the left, this circuit passing from terminal WBI through contact 62 closed in the left-hand position, contact 3ASWPR-63, back point of contact SRGPPR-M, back point of contact WHR-S5, front point of contact |0WPR66, contact 3ASWPR-61 closed in the left-hand position, conductor 59, asymmetric unit i9, and the Winding of relay HKR to terminal WCl. A similar circuit energizes relay WKR by pulses of negative polarity each time that contact 62 of coding device IDCDR moves to the right-hand position. Relay HKPSR noW remains energized through contact 89 of relay HKR.

With both relays WKR and HKR energized, is completed for energizing relay WI-IKPSR, this circuit passing from terminal B, through the front point of conta-ct WRR-69, front point of contact HKR--TEL and the Winding of relay WHKPSR to terminal C. Relay WHKPSR, upon becoming energized, completes a stick circuit passing from terminal B, through contact HKR-ll, contact |32 of relay WHKPSR, and the Winding of relay WHKPSR to terminal C.

With relay WHKPSR energized, train indication device TK becomes lighted by a circuit passing from terminal B, through contact |33 of relay WI-IKPSR, and indication lamp TK to terminal C. With relay WKR energized, the circuit previously traced for lamp IUSK is :opened at the back point ofv contact WKR-BS, causing lamp IGSK to -be extinguished. The reverse energizing circuit for relay FKR is also now opened at the back point of contact WKR-SS, but polar contact 4S of relay FKR Will remain closed in the reverse position, and hence lamp WFK Will remain lighted.

`Relays IBTR, ITR and 8TR become successively deenergized as the train proceeds Westward, causing relay V3ASW12R to remain deenergized due to the successive opening of contacts |0TR--44, 'LTR-43 and STR- 42. i

Relay STR, upon becoming deenergized, completes a circuit for energizing relay SSR, this circuit passing from terminal B, through contact 1FR-I34 in the right-hand position, contact STR-|35, front point of contact |36 of relay SHR, and the Winding of relay SSR to terminal C. Since relay SHR is of the slow-release sloW- pick-up type, relay SSR will close its front contact |31 before relay SHR releases its front contact |36. A stick circuit is thus completed for relay SSR which is the same as its pick-up circuit just traced except that it includes contact |31 of relay SSR instead of the front point of contact |35 of relay SHR. When contact |35 of relay SHR closes at its back point, a second stick circuit is completed for relay SSR, this circuit passing from terminal B, through contact 'IFR-|34 closed in the right-hand position, back point of contact |36 of relay SHR, Contact |31 of relay SSR, and the winding of relay SSR to terminal C. On account of relay SHR being deenergized, the green lamp of signal 8 will be eX- tinguished and the red lamp will become lighted.

With relay SSR energized and relay SHR deenergized, a circuit will be complete for energizing relay IUHR by current of reverse polarity when the train leaves section 7T, this circuit passing from terminal B, through contact |59 of relay SSR, back point of contact H9 of relay SHR, contact IFR- l I8 closed in the right-hand position, contact of relay SFR closed in the right-hand position, winding of relay IUHR, contacts SFPR-II5, SFPR-IM, ISWPR-I I3, and lWPR-IIZ, contact of relay SHR, contact ||0 of relay SFR closed in the right-hand position, contacts STR-|09, ISTR-IUS, and 1TR-|01, contact 'IFR-|06 closed in the righthand position, Contact |05 of relay IHR, contact l' TSR-404, and the lback point of contact |03 of relay SHR to terminal C. The red lamp of signal I0 will now become extinguished and the yellow lamp will become lighted.

With relay IDI-IR energized, relay WKR Will be deenergized and relay HKR will be retained in the energized condition by its circuit previously traced through the front point of contact |0HR-65. Relay WHKPSR will therefore be retained in the energized condition by its stick circuit previously traced, causing indication lamp TK to remain lighted. As the train continues Westward, the circuit for relay 3ASWPR Will become further opened at contacts 5TRf-4I and GTR-40.

When the train enters section 6T, relay GSR will become energized and will be retained energized by circuits which are similar to the circuits traced for relay SSR when the train enters section 8T.

When the train leaves section 5T, a circuit will be completed for energizing relay SHR by current of reverse polarity, this circuit passing from terminal -B, through contact |60 of relay GSR, back point of contact |62 of relay GHR, contact 5FR|0| closed in the right-hand position, contact |00 of relay 'IFR closed in the right-hand position, winding of relay SHR, contact 99 of relay TFR closed in the right-hand position, contact-s STR-98 and STR-S1, contact SFR-S6 closed in the right-hand position, Contact S5 of relay SHR, contact SSR-94, the back point of contact 93 of relay SHR to terminal C. With relay SHR thus energized, relay IUI-IR Will become energized in the normal direction by a cirtraffic movement.

cuit previously traced. Signal 8 will now display the caution indication, and signal |0 will display the proceed indication.

As the train proceeds through sections 3T and 4T, the circuits for relay 3ASWPR will become further opened successively at contacts 3TR-39 and 4TR--38. With relay 4TR deenergized, the circuit for relay 4HR will become opened at contact 4TR-1L With relays 4TR and AHR now deenergized, relay 4ASR Will become energized.

When the train leaves section 4T, relay SHR will become energized in the reverse direction by a circuit which is the same as the circuit previously traced for this relay except including the back points of contacts 83 and S2 of relay AHR instead of the front points of these contacts. With relay GHR thus energized, relay SHR will again become energized by current of normal polarity by its circuit previously traced, and hence lamp G of signal S Will noW become lighted. With relay SHR now energized by current of reverse polarity, the Y lamp of signal 6 will become lighted.

When the train leaves section 4T, relay 3ASWPR Will again become energized in the normal direction by its circuit previously traced.

If lever V is left in its f position, relay SFPR will be retained in the normal energized condition by its circuit previously traced through the back point of contact |0ASR-5I, and relay SFPSR will also be retained in the energized condition by its pick-up circuit. If, noW, While relay |0ASR is deenergized, or if after relay 3ASWPR becomes deenergized due to a second Westbound train, the leverman should attempt to reverse the direction of traffic movement by moving lever V to the 1^ position, he Will energize relay SFPR by current of reverse polarity passing from terminal B, through contact |6| of lever V, back point of contact FR-56, Winding of relay SFPR, contact 55 of relay FR, back point of contact 54 of relay FR, back point of contact 3ASWPR-52 and the front point of contact |0ASR5|, or the back point of contact NASE-5|, and contact |62 of lever V to terminal C. Relay SFPSR will there- 'fore now be deenergized because contact 51 of relay SFPR will open. Relay NFPR cannot become energized on account of contact |43 of relay -FR being open. The reverse energizing circuit traced for relays 3FR, 5FR, 'IFR and SFR will thus be opened at contact SFPSR-SI, but the normal energizing circuit for these relays will not be closed through contacts FR-59 and .FR-60 Iinthe left-hand position, nor through a front contact shown for relay NFPR. It is therefore impossible to reverse the tra'c direction control While either relay IUASR or relay 3ASWPR is deenergized.

I shall next assume that the route shown in the drawings for Westbound traine movements is again unoccupied, and that the apparatus is arranged as already described for a Westbound If, now, after a westbound train passes signal l0, the leverman desires to hold signal l0 at stop but to permit the Westbound train to continue its movement to double track portion X, he will move lever V to the n position, thereby deenergizing relays FR and SFPR. The circuit for relay l UHR will therefore be opened at contact SFPRA-IM as Well as at contacts of track relays. Relay SFPSR will, however, be retained in the energized condition by its stick circuit previously traced. The circuit for the traic direction control relays will there- -iore remain closed through contact SFPSR-Sl,

`afar-1,5i

and modieatiosmay be made therein-widen Relay lil-IR, which includes front Contact 3ER-14, will therefore remain energized, causing signal 4 to continue to display a proceed or caution indication.

I shall now assume that the leverman desires to cause signal 4 to indicate stop in the face of an approaching westbound train, as well as to keep signal IIJ from clearing after the train has entered the single track stretch. He will therefore move lever V to the 1' position, thus energizing relay SFPR in the reverse direction by the circuit previously traced, thereby opening contact 5l of relay SFPR and so deenergizing relay SFPSR and causing relay SFR to become deenergized and open the circuit for relay dHR at contact SFR-14.

I shall again assume that the leverman desires to permit a Westbound train to proceed as far as signal i only, but that the train is still on double track portion Z. I-Ie will therefore move lever V to the j position to arrange the switches and clear the westbound signals. After indication lamp MSK becomes lighted, he will move lever V to the r position, thereby energizing relay SFPR in the reverse direction by the circuit previously traced through the back point of contact IUASRFEI, and deenergizing relay SFPSR. Relay IUHR will now be retained in the energized condition by a stick circuit which is the same as the circuit previously traced for this relay except including contact l I6 of relay I0 HR instead of contact SFPR-l l5. Signal l0 will therefore be retained in the clear condition, but signal 4 will be caused to indicate stop on account of the opening of Contact SFPSR-Bl in the circuit for j the traliic direction control relays causing contact SFR- 74 to become opened in the circuit for relay lll-IR.

I shall now assume that all parts of the apparatus are again in the condition shown in the accompanying drawings, and that the leverman desires .to arrange the switches for a westbound traiic movement but to keep signal I0 indicating stop. He will therefore move lever V to the f position as before, and as soon as switch indication lamp WK becomes lighted, he will return lever V to the n position, thereby deenergizing relays SFPR and SFPSR. With relay SFPSR deenergized, the circuit for the traiiic direction control relays will be opened, thus preventing relay 4HR from becoming energized, and the opening of contact SFPR-l i4 will prevent relay IDHR from becoming energized. Signals 4 and Hl will therefore remain in the stop condition. Since, however, the polar contacts of relays 3FR and SFR remain in the condition corresponding to the last direction of energization, relays SWR and IOWR will remain energized in the reverse direction, causing the corresponding switches to be operated to the reverse position. Relay (5I-IR will now be energized in the reverse direction and relay 8HR will be energized in the normal direction, causing signal 6 to indicate caution and 8 to indicate proceed, respectively. l

The operation of the apparatus has been described for typical westbound trafc movements It is believed that in view of the description of these examples, the operation of the apparatus for corresponding eastbound traffic movements or for any other possible traffic movements Will bereadily understood by referring to the accompanying drawings.

Although I have herein shown and described only one form of apparatus embodying my invention, it is' to be understood that various changes the scope of the appended claims Without'departing from the spirit and scope of my' invention.

Having thus described my invention, what I claim is:

l. Traflic controlling apparatus fora stretch of single track railway connected by a track switch at each of its ends with a double track portion, comprising in combination, a signal for each of said double track portions for gov" erning traffic movements from the corresponding double track portion to said stretch of single track, a signal for each end of said stretch of single track for governing traffic movements from the corresponding end of said stretch of single track to the adjacent double track portion, a manual control device, means responsive to a given operation of said manual control device for operating each of said switches to a given extreme position and for clearing the signals for a given direction of trafc move-` ments, means responsive to a second operation of said manual control device for operating each of said switches to the opposite extreme position -and for clearing the signals for the opposite direction of traic movements, and means responsive to a third operation of said manual control device following either said given or said second operation for cancelling the clear indication of one of the signals and retaining lthe clear indication ofthe other signal vfor the direction of traiiic movements which corresponds to the lever operation next preceding -said third operation.

2. Traic controlling apparatus for a given stretch of railway track, including in combination, a manual control device, a polarized main traffic relay, a normal control relay, a reverse control relay, means controlled by a given operation of said manual control device for energizing said main traiiic relay by current of a given polarity, means controlled by a second operation of said manual control device for energizing said main traffic relay by current of the opposite polarity, means controlled by said main trafc relay upon becoming energized by current of said given or said opposite polarity for effecting ener-giz'ation of said normal or said reverse control relay respectively, means controlled by a train occupying said stretch.l of railway track for deenergizing said main traflic relay and then in cooperation with said given or said second operation of said manual control device retaining said normal or said reverse control relay energized, and means responsive to energization of said normal or said reverse control relay if polar contacts of said main traiiic relay are in corresponding positions for directing traflic movements in a given vdirection or the reverse direction respectively over said stretch of track.

3. Trafc controlling apparatus fora given stretch of railway track, including Vin combination, a manual control device, a normal control relay, a reverse control relay, means responsive to said manual control device in a given'operated position for energizing said normal control relay if said stretch of track is unoccupied, means responsive to said manual control device in a second operated position for energizing said reverse control relay if said stretch of track is unoccupied, means responsive to said manual control device in its given or itssecond operated position if said stretch of track is Vci'ccliipiet for.energizingsaid'znormal control relay or said reverse control relay respectively if said manual control device was last moved to the corresponding operated position while said stretch of track was unoccupied, and means responsive to energization of said normal or said reverse control relay if a corresponding contact controlled by said manual control device is closed for directing trafc movements in a given direction or the reverse direction respectively over said stretch of track.

4. Traffic controlling apparatus for a given stretch of railway track, including in combination, a manual control device, a polarized normal control relay, a polarized reverse control relay, means responsive to said manual control device in given and reverse control positions for energizing said polarized normal or reverse control relay respectively, a normal and a reverse stick relay, pick-up circuits for said normal and reverse stick relays controlled by a normal polar and a front neutral contact of said normal and reverse control relays respectively, a stick circuit for each of said stick relays controlled by a normal polar contact of the corresponding normal or reverse control relay and by a contact which is closed in response to a train in said stretch of track, and means including a front contact of said normal control relay or a front contact of said reverse stick relay for energizing trafc controlling apparatus for a given direction or the opposite direction respectively over said stretch of track.

5. Indication control apparatus for a stretch of railway track including a track switch and provided with a given signal for governing traffic movements in a given direction over said stretch and also provided with a reverse signal for governing traffic movements in the opposite direction over said stretch, comprising in combination, a signal indication relay, a switch indication relay, means for energizing only said signal indication relay if one of said signals is controlled to direct a traic movement over said stretch of track, means for energizing only said switch indication relay if said switch is being operated from one of its extreme positions to the other, means for energizing both said signal and switch indication relays if said stretch of track is occupied by a train and if said signals are controlled to indicate stop and if said switch occupies either of its extreme positions, switch indication energizing means controlled by a front contact of said switch indication relay in series with a back contact of said signal indication relay, signal indication energizing means controlled -by a back contact of said switch in dication relay in series with a front contact of said signal indication relay, and track occupancy indication energizing means controlled by a front contact of said switch indication relay in series with a front contact of said signal indication relay.

6. Indication control apparatus for a stretch of railway track including a track switch and provided with signal means for governing trafc movements over said stretch, comprising in combination, a signal indication relay, a switch indication relay, means for energizing only said signal indi-cation relay in response to a given signal control condition, means for energizing only said switch indication relay in response to a given switch control condition, means for energizing both said signal and said switch indication relays in response to a train on said stretch and to a second signal control condition and a second switch control condition, signal indication means controlled by a front Contact of said signal indication relay in series with a back contact of said switch indication relay, switch indication means controlled by a front contact of said switch indication relay in series with a back contact cf said signal indication relay, and train indication means controlled by a front contact of said signal indication relay in series with a front contact oi said switch indication relay.

7. Indicating control apparatus for a stretch of railway track including a track switch and provided with signal means for governing traiiic movements over said stretch, comprising in combination, a signal indication relay, a switch indication relay, means for energizing only said signal indication relay in response to a given signal control condition, means for energizing only said switch indication relay in response to a given switch control condition, means for energizing both said signal and said switch indication relays in response to a train on said stretch, a traino direction indication stick relay, a pick-up circuit for said traiic direction indication stick relay controlled by a front contact of said signal indication relay, a stick circuit for said traffic direction indication stick relay controlled by a back contact of said switch indication relay, a traiic lever having a given and a reverse control position for controlling said signal means and said track switch for directing traflic movements in a given and a reverse direction respectively over said stretch, a polarized indication relay having a polar contact which when this relay becomes deenergized will remain closed in the position corresponding to the last direction of energization of this relay, a given and a reverse control circuit 'for said polarized indication relay controlled by said traffic lever in its given and reverse positions respectively and by a front contact of said signal indication relay in series with a back contact of said switch indication relay, and a given and a reverse traiiic direction indication device controlled by the polar contact of said polarized indication relay in given and reverse positions respectively corresponding to its control circuits and by a front contact of said traiiic direction indication stick relay.

8. Indication control apparatus for a stretch of railway track including a track switch and provided with signal means for governing traflic movements over said stretch, comprising in combination, a signal indication relay, a switch indication relay, means for energizing only said signal indication relay in response to a `given signal control condition, means for energizing only said switch indication relay in response to a given switch control condition, means for energizing both said signal and said switch indication relays in response to a train on said stretch, a train indication stick relay, a pick-up circuit for said train indication stick relay contro-lled by a front contact of said switch indication relay in series with a front contacty of said signal indication relay, a stick circuit for said train indication stick relay controlled by a front contact of said signal indication relay, and a train indication device controlled by a front contact of said train indication stick relay,

9. Indication control apparatus for a stretch of railway track including a track switch and provided with signal means for governing trame movements overl said stretch, comprising in combination, a pair of conductors, signal indication control apparatus responsive only to current of normal polarity and switch indication control apparatus responsive only to current of reverse polarity each connected across said conductors, a signal indication control contact having a normal position and having a second position to which it is operated if said signal means is controlled to direct a trac movement over said stretch of track, a switch indication control contact having a normal position and having a second position to which it is operated in response to a given condition of said switch, means controlled by said signal and switch indication control contacts in the second position for supplying current of normal or reverse polarity respectively to said pair of conductors, and means controlled by a train responsive contact and by both of said signal and switch indication control contacts in the normal position for supplying current of normal and reverse polarity alternately to said pair of conductors if a train occupies said stretch of track.

10. Indication control apparatus for a stretch of railway track including a track switch and provided with signal means for governing traffic movements over said stretch, comprising in combination, signal indication control apparatus, switch indication control apparatus, a signal indication control contact having a normal position and having a second position to which it is operated if said signal means is controlled to direct traffic movements over said stretch of track, a switch indication control contact having a normal position and having a second position to which it is operated in response to a given condition of said switch, means controlled by said signal and switch indication control contacts in the second position for energizing said signal indication control apparatus and said switch indication control apparatus respectively, and means controlled by a train responsive contact and by both of said signal and switch indication control contacts in the normal position for energizing both said signal indication control apparatus and said switch indication control apparatus.

EARL M. ALLEN. 

